The Chevrolet Impala nameplate is anything but new, as it
was first used back in model year 1958. It was the Chevy flagship when
full-sized sedans ruled the roads, but all things have a finite lifespan,
and the Impala was retired after 1985. The badge returned between 1994 and
1996, as the Caprice-based Impala SS, a muscle car for the day. The Impala
name was retired again with the discontinuation of the Caprice platform.

But there was enough heritage in the name that it was
brought back yet again for model year 2000. That version was the first that
was V6, front-wheel drive, and lasted through 2005. The 2006 update saw the
return of (optional) V8 power, the first such in a front-drive Chevy,
alongside the regular V6es.

2006 was long ago, and Chevy's competition has been busy. So
there is a new Impala out to fight that competition, be it domestic or
foreign. The tenth-generation Impala is the most-changed ever. Gone is the
bland look best-suited to the rental lot (where the previous generation
continues), replaced by a distinctive interpretation of all that is new in
Chevrolet styling. Gone, too, is the V8 -- but it won't be missed as the V6
is now GM's direct-injected 305-horsepower 3.6-liter V6, which bests not
only all previous V6es but the last V8 as well.

With far better fuel economy, as that's what both consumers
and the government want at this point in time. The V6 Impala is rated by
the EPA at 19 mpg city, 29 highway, and my results were close enough.
That's with 305 horsepower and 264 lb-ft of torque, capable of going from
0-60 in under seven seconds. Want less thirst? That would be the 2.5-liter
"Ecotec" four-cylinder, also now with direct injection. 196 hp, 21/31 mpg.
By the end of calendar year 2013 a semi-hybrid "eAssist" version will be
available.

Currently there are five different trim levels in the Impala
lineup. The base LS gets the 2.5 four, as does the 1LT, which does have the
V6 optional. 2LT, 1LTZ, and 2LTZ all get the V6, and both engines are
matched to a six-speed automatic.

My test car for the past week was a 2LTZ with some key
options and packages that made it the most luxurious Chevrolet I've ever
driven. With the best build quality, too. At nearly $40,000 as equipped
(minus tax, license, and all that) it was also likely the most expensive
that wasn't a Corvette but that is competitive with its competitors Ford
Taurus and Chrysler 300 in equivalent trim. Unlike its immediate
predecessor, the 2014 Impala compares very well with those two cars, and
with the newest Toyota Avalon and Nissan Maxima and Altima as well. It has
taken some work to turn General Motors around, but that is happening and
the new Chevy Impala is fine evidence. If you're interested in a
comfortable, luxurious, yet unostentatious large sedan, the 2014 Chevy
Impala is worth a good, long look.

APPEARANCE: The Impala name graced some stylish cars back in
the late 1950s through mid-60s. After that, boring conformity was more
often the order of the day. The immediately-previous version was about as
anonymous as a car could get. The new one couldn't be more different. With
sculpted lines from its Camaro-inspired grille to the twin chromed exhaust
finishers of the LTZ, the 2014 Impala stands out, in a tasteful way. Its
passenger cabin is long and has a near-fastback shape, like expensive
European "four-door coupes". The grille, hood styling, and strong shoulder
lines say "power", with sophistication. The short front overhang is
driveway-friendly, and the long rear overhang promises rear-seat and trunk
space -- which the car has. Its most distinctive styling feature is the
curved character line in each rear fender -- a pleasant, and subtle, nod to
the late 1960s that plays on nostalgia not at all.

COMFORT: The interior space promised by that long roof is
delivered, and with distinctive Chevrolet style. The "dual-cockpit" motif
dates to Corvettes of the 1950s, and has been much-copied. Here, it looks
right, and looks above the Impala's price point. In LTZ trim, leather
seating and steering wheel rim, textured soft-touch materials on the dash
and upper doors, trimmed with chrome and "woodgrain" plastic, and a
stitched material on the top of the dash that looks very much like leather
are all standard, as is a long, dual-pane sunroof. Instruments are of the
bright and easily-visible electroluminescent variety, with a useful
information display between the tach and speedometer. The "Comfort and
Convenience Package" added cooling to the LTZ's standard heated front
seats, very useful during a week that saw temperatures vary from 55 to 95
degrees, plus a power tilt and telescope steering column, heated steering
wheel rim, ground lights in the outside mirrors and other useful features.
Power-adjustable front seats for all trim levels, and the comfort package
adds memory for the driver's seat, steering wheel, and outside mirrors.

The MyLink® touchscreen/hard button interface is refreshingly
simple, and here controlled audio (AM/FM/XM radio, CD, USB, SD, and jack
inputs, and Pandora streaming audio), phone, navigation, weather, and
OnStar systems. I could tell that the Impala wasn't a "real" luxury car --
there was storage and a drink bottle holder in all doors. I have yet to see
a bottle holder in a "real" (premium brand) luxury car.

Rear passengers, outboard at least, will love the new Impala.
Legroom is not likely to be a problem, and headroom and width are very good
as well. As is usual in sedans, the seat is contoured for two, with a
higher center and central tunnel making the center position a short-term
proposition. HVAC vents at the end of the console add comfort, and storage
is found in the door and front-seatback pockets and under the rear seat
cushions. If the 18.8 cubic foot trunk isn't large enough, the rear
seatback folds 60/40.

RIDE AND HANDLING: New car, new (for Chevy) platform, now
the Epsilon II. Its design and rigidity, and strategic use of soundproofing
materials, helps make the new Impala the quietest yet. Suspension is
fully-independent, with MacPherson struts in front and a multilink design
in the rear. It's tuned for comfort and a good ride quality, even over
poorly-surfaced roads, and strikes a good balance between compliance and
responsiveness to driver inputs. It's no sports sedan, but is a fine
example of how far domestic sedans have come since the days of the "Yank
Tank" of the `50s and `60s. Assist for the electric power steering is high
at parking speeds, so feels more than a little numb. Less assist at higher
speeds improves that significantly, and you do want assist at low speeds,
especially with the optional P245/40 R20 tires.

PERFORMANCE: Read the specs, and 305 horsepower (at 6800
rpm) and 264 lb-ft of torque (at 5300 rpm) sound impressive. Note, however,
the revs at which those figures are developed. The six-speed automatic is
programmed for fuel efficiency, with revs in sixth at highway speeds under
2000 rpm. If quick acceleration is desired at that time, the transmission
will shift down a gear or three. Relatively little power is needed to
maintain a steady speed; acceleration is a different story. Under hard
acceleration, there is no great feeling of torque, as there would have been
from a big V8 of the past. That's deceptive, as Chevy claims a 0-60 time of
6.8 seconds, likely better than most muscle cars of the past. (Researching
for a test of the Impala SS back in 1995, I found 0-60 figures of 7.1
seconds for it, and 8.0 for a `65 409. Isn't modern rubber wonderful!)
Direct fuel injection allows a high compression ratio (11.5:1 here), and
that with unleaded regular. Higher compression means more torque, which
translates to more power. Add a multi-valve, dual overhead cam architecture
with continuously-variable cam timing and match that to a six-speed
automatic and the result is quick acceleration when needed, economical
highway cruising (I got between 26 and 33 mpg) and 18 to 21 mpg in
surface-street driving.

CONCLUSIONS: The 2014 Chevrolet Impala points to a good
future for the bowtie brand.

The following titles and media identifications are trademarks
owned by The Auto Channel, LLC and have been in continuous use
since 1987: The Auto Channel, Auto Channel and TACH all have
been in continuous use world wide since 1987, in Print, TV,
Radio, Home Video, Newsletters, On-line, and other interactive
media; all rights are reserved and infringement will be acted
upon with force.